John bryant



May 26, 1931. BRYANT 1,806,608

INTERNAL COMBUSTION ENGINE Filed March 5, 1928 2 Sheets-Sheet l A 77am gMay 26, 1931. J. BRYANT INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2Filed March 5. 1928 is transmitted from the engine piston to the.

' tension thereof.

Patented Ma 26, 1931 ES T S" JOHN 'BR-YAN'L'OF CARDIFF, WALES PATENoFF'IcE;

rivrnn lmr. COMBUSTION: ENGINE I Application filed March 5, 1928, Seria1No. 259,025, and in Great Britain April 5, 1 927.

This invention relates to internal combus-- tion engines and has for itsobject to provide improved meansfor effecting the compression of thecharge or air for the charge in such engines.

The present invention comprises an internal combustlon engine in which.the power power shaftby a cam,'characterized in that the cam is alsoused for operating a compressor or super-charger, or for operatingdirectly as the displacement member of a rotary compressor orsuper-charger. The air or charge compression may be effected in thecrank case of the engine or in an ex- The cam mechanism may be of thekind in which the cam is engaged continuously at opposite points byrollers carried by a rectilinearly moving link connected to the powerpiston, the end of the link opposite the power piston being arranged tooperate the piston of a compressor, or a supercharger delivering air tothe combustion chamber ofthe engine;

The sides of the cam may be arranged to rotate between parallel walls inthe crank casing, such walls beingarranged to form a compression chamberhaving a periphery over which the outer portion of the cam passes, therebeing providednear the upper or inlet side of the chamber an opening forair or carburetted air, and at a lower portion or at 'asuitabledistancefrom the first opening there being also provided anoutlet leading through a valve to a container or directly into thecombustion chamber of the engine.

According to afurther feature of the invention. the rotary displacement,member may operate in conjunction with a reciproeating piston compressoroperated from link mechanism transmitting power from the engine throughthe cam to the power shaft. Two methods of carrying out the inventionare illustrated by the accompanying drawings wherein Fig. 1 is atransverse partly sectional elevation and Fig. 2 a partly sectional sideelevation of a 'multicylinder engine incorporating one of these methods,

'1 and 4. 1

responding tothe axial movement of Figs. 4 and 5 are similar views of anengine incorporating the second method, whilefFi'gL 3 1s a sectionalplan of a portion=of Figs.

In these drawings 2, 26, 20,203 and 2a are the cylinders of amulticylinder internal combustion engine of the inverted .cylinder type,and having truncated pistons, 3, 37), 30,3d and 3e. l

The main casting 1, oflthe engine is of the usual typeprovided with ballbearings. at 5 and intermediate roller "bearings'50. and 501, in whichrotates the main shaft 6 of the engine@ I 1 .Onthe shaft 6 is mountedaseries of. cams, 7,70 and 701, one for each pistonof the engine.

Each piston is provided with a' gud'geon pin 8 fitting inbosses9 formedin the sides of the pistons and extending ,throughone end of a linkformed of two members 10 and 10a arranged on opposite sides of the cam70. Each link .10 is provided with a slot 11 through which the shaft6passes, the. slot being of-such-a width and length as to en-g 13 and 14arranged to .engage diametrically opposite sides of the cam 7 as shownin Fig; 1 and the cam 70 as shown in Fig. 2.1 The cams 7, 70 etc. aredesigned'to' engage bothrollers 13 and. 14 at all angular positions ofthe cam, thedistance between the rollers 13 and 14 being afixedquantity, and the contour of the cam is designed to give thezde-,sired angular movement of the shaft doorhe Pi -j ton" with which itis'associated,

Distance sleeves lfifare'providedi on the shaft 6-between the cams 7 andthe bearings 5, and the engine is provided withan induction pipe 16 andan exhaust 1?, a carburetter l8 and charge'inlet 19 to the crank case20.- A recess 21 is provided in the lower end of the. ag 20 toenable thelinks -l0.to move freely to their lowest position. i

In this example the crank "case forms a charging chamber, the cam 7operating as the rotary charging element of a rotary compressor bymoving between the walls 20a and 206 shown in Fig. 3.

The cam 7 sweeps the charge entering the crank casing from the chargeinlet 19 and forces it out through the induction pipe 16 into thecombustion chamber of the cylinder.

In the construction shown in Figure 1, when the piston is descending,and has descended, and again, while ascending, it forms an obstructionto direct movement of fuel mixture from the inlet 19 to the port of theinduction pipe 16. The space between the walls 200; and 206 forms acharging space, and as the revolving cam, below the piston, sweepsthrough this space, a quantity of fuel mixture sufficient to form a fuelcharge is swept by the cam into the'port of the induction pipe 16. Bymeans of a check valve, as indicated by dotted lines in Figure 4, thefuel mixture is prevented from being forced or swept back to thecarbureter by the movement of the cam.

In the modification shown in Figs. 4 and 5 the corresponding parts havebeen given the same reference numerals as in Figs. 1 and 2 and operateas described above. In this modification there is provided on the lowerpin 12 of the link 10 a piston 30 operating in a cylinder 81 formed inthe lower portion of the crank case. This cylinder is provided with anopening 82 in its side so that as the cam 7 sweeps round the crankcasing it forces the charge through the opening 32 into the cylinder 31from which it is forced by the piston 30 down through a valve 33provided with a closing spring 830. The charge delivered through thevalve passes along a pipe 16a through a pressure carburetter 34- and theinduction pipe 16 into the combustion space, thus providing the enginewith an effective supercharging system.

In both of these cases the device may be arranged to operate as asupercharger, also the charge from the crank case may be arranged topass through a second carburetter intothe "combustion chamber of theengine, or the device may be used for supplying scavenging air to thecylinder.

The cam mechanism may be of the kind described in British patentspecification No. 276774.

What I claim and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination with a cylinder andcrank case, the latter having spaced inlet and outlet ports for fuelmixture, of a crank shaft and a cam thereon, a piston adapted tointermittently obstruct passage of fuel mixture between said ports-, acamon the shaft adapted to sweep a fuel charge into the outlet ,port,

and a link connection between said cam and piston.

2. In an internal combustion engine, the combination with a cylinder anda powershaft-case, the latter having spaced inlet and outlet ports forfuel mixture, of a reciprocating piston operating in the cylinder, apower shaft, a cam on the power shaft adapted to transmit motion fromthe the piston to the shaft and simultaneously sweep a charge from theshaft case into the outlet port, a link connection between the cam andpiston adapted to hold the cam continuously against the piston, andmeans for preventing free passage of the charge over the side of thecam.

In witness whereof I affix my signature.

JOHN BRYANT.

